Airworthiness Directives; Boeing Model 737-100, -200, -200C, -300, -400, and -500 Series Airplanes, 23664-23668 [E9-11707]
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23664
Federal Register / Vol. 74, No. 96 / Wednesday, May 20, 2009 / Proposed Rules
no longer care for, if you and we agree
on the appraised amount of production.
Upon such agreement, the insurance
period for that acreage will end. If you
do not agree with our appraisal, we may
defer the claim only if you agree to
continue to care for the crop. We will
then make another appraisal when you
notify us of further damage or that
harvest is general in the area unless you
harvested the crop, in which case we
will use the harvested production. If
you do not continue to adequately care
for the crop, our appraisal made prior to
deferring the claim will be used to
determine the production to count; and
(2) All harvested production from the
insurable acreage.
12. Late and Prevented Planting
The late and prevented planting
provisions of the Basic Provisions are
not applicable.
Signed in Washington, DC, on May 12,
2009.
William J. Murphy,
Acting Manager, Federal Crop Insurance
Corporation.
[FR Doc. E9–11693 Filed 5–19–09; 8:45 am]
BILLING CODE 3410–08–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2009–0452; Directorate
Identifier 2007–NM–326–AD]
RIN 2120–AA64
Airworthiness Directives; Boeing
Model 737–100, –200, –200C, –300,
–400, and –500 Series Airplanes
AGENCY: Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Notice of proposed rulemaking
(NPRM).
SUMMARY: The FAA proposes to
supersede an existing airworthiness
directive (AD) that applies to all Boeing
Model 737–100, –200, –200C, –300,
–400, and –500 series airplanes. The
existing AD currently requires a onetime inspection for scribe lines and
cracks in the fuselage skin at certain lap
joints, butt joints, external repair
doublers, and other areas; and related
investigative/corrective actions if
necessary. This proposed AD would
expand the area to be inspected and, for
certain airplanes, require earlier
inspections for certain inspection zones.
This proposed AD results from
additional detailed analysis of fuselage
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skin cracks adjacent to the skin lap
joints on airplanes that had scribe lines;
the analysis resulted in different
inspection zones, thresholds and
repetitive intervals, and airplane
groupings. We are proposing this AD to
prevent rapid decompression of the
airplane due to fatigue cracks resulting
from scribe lines on pressurized
fuselage structure.
DATE: We must receive comments on
this proposed AD by July 6, 2009.
ADDRESSES: You may send comments by
any of the following methods:
• Federal eRulemaking Portal: Go to
https://www.regulations.gov. Follow the
instructions for submitting comments.
• Fax: 202–493–2251.
• Mail: U.S. Department of
Transportation, Docket Operations, M–
30, West Building Ground Floor, Room
W12–140, 1200 New Jersey Avenue, SE.,
Washington, DC 20590.
• Hand Delivery: U.S. Department of
Transportation, Docket Operations, M–
30, West Building Ground Floor, Room
W12–140, 1200 New Jersey Avenue, SE.,
Washington, DC 20590, between 9 a.m.
and 5 p.m., Monday through Friday,
except Federal holidays.
For service information identified in
this AD, contact Boeing Commercial
Airplanes, Attention: Data & Services
Management, P.O. Box 3707, MC 2H–65,
Seattle, Washington 98124–2207;
telephone 206–544–5000, extension 1;
fax 206–766–5680; e-mail
me.boecom@boeing.com; Internet
https://www.myboeingfleet.com. You
may review copies of the referenced
service information at the FAA,
Transport Airplane Directorate, 1601
Lind Avenue, SW., Renton, Washington.
For information on the availability of
this material at the FAA, call 425–227–
1221 or 425–227–1152.
Examining the AD Docket
You may examine the AD docket on
the Internet at https://
www.regulations.gov; or in person at the
Docket Management Facility between 9
a.m. and 5 p.m., Monday through
Friday, except Federal holidays. The AD
docket contains this proposed AD, the
regulatory evaluation, any comments
received, and other information. The
street address for the Docket Office
(telephone 800–647–5527) is in the
ADDRESSES section. Comments will be
available in the AD docket shortly after
receipt.
FOR FURTHER INFORMATION CONTACT:
Wayne Lockett, Aerospace Engineer,
Airframe Branch, ANM–120S, FAA,
Seattle Aircraft Certification Office
(ACO), 1601 Lind Avenue, SW., Renton,
Washington 98057–3356; telephone
(425) 917–6447; fax (425) 917–6590.
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SUPPLEMENTARY INFORMATION:
Comments Invited
We invite you to send any written
relevant data, views, or arguments about
this proposed AD. Send your comments
to an address listed under the
ADDRESSES section. Include ‘‘Docket No.
FAA–2009–0452; Directorate Identifier
2007–NM–326–AD’’ at the beginning of
your comments. We specifically invite
comments on the overall regulatory,
economic, environmental, and energy
aspects of this proposed AD. We will
consider all comments received by the
closing date and may amend this
proposed AD because of those
comments.
We will post all comments we
receive, without change, to https://
www.regulations.gov, including any
personal information you provide. We
will also post a report summarizing each
substantive verbal contact we receive
about this proposed AD.
Discussion
On March 20, 2006, we issued AD
2006–07–12, amendment 39–14539 (71
FR 16211, March 31, 2006), for all
Boeing Model 737–100, –200, –200C,
–300, –400, and –500 series airplanes.
That AD requires a one-time inspection
for scribe lines and cracks in the
fuselage skin at certain lap joints, butt
joints, external repair doublers, and
other areas; and related investigative/
corrective actions if necessary. That AD
resulted from reports of fuselage skin
cracks adjacent to the skin lap joints on
airplanes that had scribe lines. Scribe
line damage can also occur at many
other locations, including butt joints,
external doublers, door scuff plates, the
wing-to-body fairing, and areas of the
fuselage where decals have been applied
or removed. We issued that AD to
prevent rapid decompression of the
airplane due to fatigue cracks resulting
from scribe lines on pressurized
fuselage structure.
Related ADs
This proposed AD is similar to AD
2007–19–07, amendment 39–15198 (72
FR 60244, October 24, 2007), which
applies to all Boeing Model 757–200,
–200PF, and –200CB series airplanes.
That AD requires inspections to detect
scribe lines in the fuselage skin at
certain lap joints, butt joints, external
repair doublers, and other areas; and
related investigative/corrective actions
if necessary. Those actions resulted
from reports of fuselage skin cracks
adjacent to the skin lap joints on
airplanes that had scribe lines.
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Federal Register / Vol. 74, No. 96 / Wednesday, May 20, 2009 / Proposed Rules
Actions Since Existing AD Was Issued
AD 2006–07–12 cites Boeing Alert
Service Bulletin 737–53A1262, dated
December 9, 2004, as the appropriate
source of service information for the
scribe line inspection. Since we issued
that AD, Boeing issued Alert Service
Bulletin 737–53A1262, Revision 3,
dated October 16, 2008. Revisions to the
service bulletin were based on
additional detailed analysis that
indicated the need to inspect some
affected areas of the skin. In addition,
based on the additional analysis, the
service bulletin establishes two new
inspection zones, Zone 4 and Zone 5,
with thresholds of 50,000 and 60,000
flight cycles, respectively, since first
scribe opportunity. The revised service
bulletin designated certain areas of
fuselage skin into other inspection
zones, and some of those areas might
now require inspections earlier than
required by the existing AD. These areas
are to be inspected within 4,500 flight
cycles from the effective date of the new
AD or prior to the revised zonal
threshold, whichever is later.
FAA’s Determination and Requirements
of the Proposed AD
(AMOC), which can be issued only after
an AD has been issued.
We have evaluated all pertinent
information and identified an unsafe
condition that is likely to develop on
other airplanes of the same type design.
For this reason, we are proposing this
AD, which would supersede AD 2006–
07–12 and retain the requirements of the
existing AD, require inspection of newly
added Zones 4 and 5, reduce certain
compliance thresholds, and require
inspection results to be sent to Boeing.
In addition, we have moved the
content of paragraph (p)(4) of AD 2006–
07–12 (from its location under the
‘‘Alternative Methods of Compliance’’
heading) to new paragraph (w) in this
NPRM. New paragraph (w) specifies that
a repair plan approved by a Boeing
Company Authorized Representative or
Designated Engineering Representative
is acceptable for compliance with
certain repair requirements of the
proposed AD (provided certain
conditions have been met). The
provisions in paragraph (w) are
considered a different repair method—
not an alternative method of compliance
Differences Between Proposed AD and
Service Bulletin
Boeing Alert Service Bulletin 737–
53A1262, Revision 3, dated October 16,
2008, specifies to contact the
manufacturer for instructions on how to
repair certain conditions, but this
proposed AD would require repairing
those conditions in one of the following
ways:
• Using a method that we approve; or
• Using data that meet the
certification basis of the airplane, and
that have been approved by an
Authorized Representative for the
Boeing Commercial Airplanes
Delegation Option Authorization
Organization whom we have authorized
to make those findings.
Costs of Compliance
There are about 2,685 airplanes of the
affected design in the worldwide fleet.
The following table provides the
estimated costs, including the costs for
the new proposed inspection areas in
Zones 4 and 5, for U.S. operators to
comply with this proposed AD.
ESTIMATED COSTS REQUIRED BY AD 2006–07–12
Zone
Action
1 ..................
Sealant removal .........................................
Inspection ...................................................
Sealant removal .........................................
Inspection ...................................................
Sealant removal .........................................
Inspection ...................................................
2 ..................
3 ..................
Average labor
rate per hour
Work hours
66
4
38
29
88
38
$80
80
80
80
80
80
Cost per
airplane
Number of
U.S.-registered
airplanes
$5,280
320
3,040
2,320
7,040
3,040
787
787
787
787
787
787
Fleet cost
$4,155,360
251,840
2,392,480
1,825,840
5,540,480
2,392,480
ESTIMATED COSTS REQUIRED BY NEW ACTIONS OF THIS AD
Zone
Action
4 ..................
Sealant removal .........................................
Inspection ...................................................
Sealant removal .........................................
Inspection ...................................................
5 ..................
Authority for This Rulemaking
Title 49 of the United States Code
specifies the FAA’s authority to issue
rules on aviation safety. Subtitle I,
section 106, describes the authority of
the FAA Administrator. Subtitle VII,
Aviation Programs, describes in more
detail the scope of the Agency’s
authority.
We are issuing this rulemaking under
the authority described in subtitle VII,
part A, subpart III, section 44701,
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Average labor
rate per hour
Work hours
15
1
31
2
$80
80
80
80
‘‘General requirements.’’ Under that
section, Congress charges the FAA with
promoting safe flight of civil aircraft in
air commerce by prescribing regulations
for practices, methods, and procedures
the Administrator finds necessary for
safety in air commerce. This regulation
is within the scope of that authority
because it addresses an unsafe condition
that is likely to exist or develop on
products identified in this rulemaking
action.
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Cost per
airplane
Number of
U.S.-registered
airplanes
$1,200
80
2,480
160
787
787
787
787
Fleet cost
$944,400
62,960
1,951,760
125,920
Regulatory Findings
We have determined that this
proposed AD would not have federalism
implications under Executive Order
13132. This proposed AD would not
have a substantial direct effect on the
States, on the relationship between the
national Government and the States, or
on the distribution of power and
responsibilities among the various
levels of government.
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Federal Register / Vol. 74, No. 96 / Wednesday, May 20, 2009 / Proposed Rules
For the reasons discussed above, I
certify that the proposed regulation:
1. Is not a ‘‘significant regulatory
action’’ under Executive Order 12866;
2. Is not a ‘‘significant rule’’ under the
DOT Regulatory Policies and Procedures
(44 FR 11034, February 26, 1979); and
3. Will not have a significant
economic impact, positive or negative,
on a substantial number of small entities
under the criteria of the Regulatory
Flexibility Act.
We prepared a regulatory evaluation
of the estimated costs to comply with
this proposed AD and placed it in the
AD docket. See the ADDRESSES section
for a location to examine the regulatory
evaluation.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation
safety, Incorporation by reference,
Safety.
The Proposed Amendment
Accordingly, under the authority
delegated to me by the Administrator,
the FAA proposes to amend 14 CFR part
39 as follows:
PART 39—AIRWORTHINESS
DIRECTIVES
1. The authority citation for part 39
continues to read as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701.
§ 39.13
[Amended]
2. The Federal Aviation
Administration (FAA) amends § 39.13
by removing amendment 39–14539 (71
FR 16211, March 31, 2006) and adding
the following new airworthiness
directive (AD):
Boeing: Docket No. FAA–2009–0452;
Directorate Identifier 2007–NM–326–AD.
Comments Due Date
(a) The FAA must receive comments on
this AD action by July 6, 2009.
Affected ADs
(b) This AD supersedes AD 2006–07–12.
Applicability
(c) This AD applies to all Boeing Model
737–100, –200, –200C, –300, –400, and –500
series airplanes, certificated in any category.
Subject
(d) Air Transport Association (ATA) of
America Code 53: Fuselage.
Unsafe Condition
(e) This AD results from reports of fuselage
skin cracks adjacent to the skin lap joints on
airplanes that had scribe lines. Scribe line
damage can also occur at many other
locations, including butt joints, external
doublers, door scuff plates, the wing-to-body
fairing, and areas of the fuselage where
decals have been applied or removed. We are
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issuing this AD to prevent rapid
decompression of the airplane due to fatigue
cracks resulting from scribe lines on
pressurized fuselage structure.
Compliance
(f) You are responsible for having the
actions required by this AD performed within
the compliance times specified, unless the
actions have already been done.
Restatement of Requirements of AD 2006–
07–12
Inspection
(g) Do a detailed inspection for scribe lines
and cracks in the fuselage skin at certain lap
joints, butt joints, external repair doublers,
and other areas, in accordance with the
Accomplishment Instructions of Boeing Alert
Service Bulletin 737–53A1262, dated
December 9, 2004, except as provided by
paragraphs (h), (k), (l), (m), (n), and (o) of this
AD. Except as required by paragraph (q) of
this AD, do the actions at the time specified
in paragraph 1.E., ‘‘Compliance,’’ of the
service bulletin, except as required by
paragraph (j) of this AD. Acceptable
inspection exemptions are described in
paragraph 1.E.1. of Boeing Alert Service
Bulletin 737–53A1262, dated December 9,
2004.
(1) If no scribe line is found, no further
work is required by this paragraph.
(2) If any scribe line is found: Do all
applicable investigative and corrective
actions at the time specified in paragraph 1.E.
of Boeing Alert Service Bulletin 737–
53A1262, dated December 9, 2004, by doing
all applicable actions specified in the service
bulletin, except as required by paragraph (h)
of this AD.
Note 1: A detailed inspection is defined in
Note 10 of Boeing Alert Service Bulletin 737–
53A1262, dated December 9, 2004, under
paragraph 3.A., ‘‘General Information.’’
Specific magnification requirements may be
specified in the steps of the Work
Instructions.
Exceptions to and Clarification of Service
Bulletin 737–53A1262 Procedures
(h) Paragraph (g) of this AD requires
accomplishment of Parts 1 through 11 of
Boeing Alert Service Bulletin 737–53A1262,
dated December 9, 2004. Parts 12 and 13 of
the service bulletin may be accomplished, if
applicable, to allow temporary return to
service. This AD does not require
accomplishment of Part 14 of the service
bulletin, although the FAA-approved
procedures described in Part 14 are
acceptable for continued operation with
scribe lines found before the applicable
compliance time.
(i) If any scribe line or crack is found
during any inspection required by paragraph
(g) of this AD, and Boeing Alert Service
Bulletin 737–53A1262, dated December 9,
2004, specifies to contact Boeing for
appropriate action: Before further flight,
inspect or repair scribe lines and repair
cracks using a method approved in
accordance with the procedures specified in
paragraph (x) of this AD.
(j) Where Boeing Alert Service Bulletin
737–53A1262, dated December 9, 2004,
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specifies a compliance time after the issuance
of the service bulletin, this AD requires
compliance within the specified compliance
time after May 5, 2006 (the effective date of
AD 2006–07–12).
(k) Certain figures are incorrectly identified
in Boeing Alert Service Bulletin 737–
53A1262, dated December 9, 2004. The figure
cited in Part 8, step 3, should be Figure 39,
not Figure 38. The figure cited in Part 9, step
4, should be Figure 38, not Figure 39.
(l) If the operator’s records show that the
airplane has never been stripped and
repainted under the dorsal fin fairing since
delivery from Boeing, then this AD does not
require inspections of the butt joint, lap joint,
and repair, as specified in paragraph (g) of
this AD, in the areas under the dorsal fin
fairing.
(m) Figure 37 of Boeing Alert Service
Bulletin 737–53A1262, dated December 9,
2004, defines ‘‘Restricted Zones’’ at door
cutouts as the only affected structure.
Paragraph (g) of this AD considers this area
to also include Zone 1B.
(n) In Figure 1, sheets 2 and 3, of Boeing
Service Bulletin 737–53A1262, dated
December 9, 2004, the first condition for the
initial compliance threshold for Areas B, C,
and E is for areas where the cutout
modification shown in Boeing Service
Bulletin 737–53A1177 was accomplished.
Paragraph (g) of this AD considers this
condition to also include Zone 1B.
(o) In Figure 1, sheets 2 and 3, of Boeing
Alert Service Bulletin 737–53A1262, dated
December 9, 2004, the second condition for
the initial compliance threshold for Areas B,
C, and E is for areas where the cutout
modification shown in Boeing Service
Bulletin 737–53A1177 was not
accomplished. Paragraph (g) of this AD
considers this condition to apply only to
Zone 1A.
Reporting Requirement
(p) For airplanes on which inspections
have been done in accordance with Boeing
Alert Service Bulletin 737–53A1262, dated
December 9, 2004: At the applicable time
specified in paragraph (p)(1) or (p)(2) of this
AD, submit a report of positive findings of
cracks found during the inspection required
by paragraph (g) of this AD to the Boeing
Commercial Airplane Group, P.O. Box 3707,
Seattle, Washington 98124–2207.
Alternatively, operators may submit reports
to their Boeing field service representatives.
The report shall contain, as a minimum, the
following information: airplane serial
number, flight cycles at time of discovery,
location(s) and extent of positive crack
findings. Under the provisions of the
Paperwork Reduction Act of 1980 (44 U.S.C.
3501 et seq.), the Office of Management and
Budget (OMB) has approved the information
collection requirements contained in this AD
and has assigned OMB Control Number
2120–0056.
(1) If the inspection was done before May
5, 2006: Send the report within 30 days after
May 5, 2006.
(2) If the inspection was done after May 5,
2006: Send the report within 30 days after
the inspection is done.
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Federal Register / Vol. 74, No. 96 / Wednesday, May 20, 2009 / Proposed Rules
New Requirements of This AD
Inspection
(q) As of the effective date of this AD, the
actions for Zones 1, 2, and 3, as specified in
paragraph (g) of this AD, must be done in
accordance with the Accomplishment
Instructions of Boeing Alert Service Bulletin
737–53A1262, Revision 3, dated October 16,
2008, and at the applicable times specified in
paragraph 1.E., ‘‘Compliance,’’ of Revision 3
of the service bulletin, except as specified in
paragraph (s) of this AD.
Note 2: Paragraph 1.E.5. of Boeing Alert
Service Bulletin 737–53A1262, Revision 3,
dated October 16, 2008, provides a grace
period for airplanes that have exceeded the
revised thresholds.
Inspection of Zones 4 and 5
(r) Do a detailed inspection for scribe lines
and cracks in Zones 4 and 5 (adjacent to lap
joints on skin panels that do not have bonded
doublers), as specified in Boeing Alert
Service Bulletin 737–53A1262, Revision 3,
dated October 16, 2008. Except as provided
by paragraph (s) of this AD, do the actions
in accordance with the Accomplishment
Instructions of Boeing Alert Service Bulletin
737–53A1262, Revision 3, dated October 16,
2008, and at the applicable time specified in
paragraph 1.E., ‘‘Compliance,’’ of the service
bulletin, or within 4,500 flight cycles after
the effective date of this AD, whichever
occurs later.
(1) If no scribe line or crack is found: No
further work is required by this paragraph.
(2) If any scribe line or crack is found: Do
all applicable investigative and corrective
actions at the time specified in paragraph 1.E.
of Boeing Alert Service Bulletin 737–
53A1262, Revision 3, dated October 16, 2008,
by doing all applicable actions specified in
the Accomplishment Instructions of Boeing
Alert Service Bulletin 737–53A1262,
Revision 3, dated October 16, 2008, except as
required by paragraph (s)(1) of this AD.
Exceptions to Specifications of Boeing Alert
Service Bulletin 737–53A1262, Revision 3,
Dated October 16, 2008
(s) The following exceptions to Boeing
Alert Service Bulletin 737–53A1262,
Revision 3, dated October 16, 2008, apply to
this AD:
(1) If any scribe line or crack is found
during any inspection required by this AD,
and Boeing Alert Service Bulletin 737–
53A1262, Revision 3, dated October 16, 2008,
specifies to contact Boeing for appropriate
action: Before further flight, inspect or repair
scribe lines and repair cracks using a method
approved in accordance with the procedures
specified in paragraph (x) of this AD.
(2) Where Boeing Alert Service Bulletin
737–53A1262, Revision 3, dated October 16,
2008, specifies a compliance time after the
issuance of the service bulletin, this AD
requires compliance within the specified
compliance time after the effective date of
this AD.
(3) If the operator’s records show that the
airplane has never been stripped and
repainted under the dorsal fin fairing since
delivery from Boeing, then this AD does not
require inspections of the butt joint, lap joint,
and repair, as specified in paragraphs (g), (q),
and (r) of this AD, in the areas under the
dorsal fin fairing.
(4) For airplanes in Groups 3 and 29, as
identified in Boeing Alert Service Bulletin
737–53A1262, Revision 3, dated October 16,
2008: At the applicable times specified in
paragraphs (s)(4)(i), (s)(4)(ii), and (s)(4)(iii) of
this AD, perform a detailed inspection for
scribe lines and cracks on the main cargo
door along the lower edge of the upper hinge,
around external repairs, and around decals,
in accordance with the Accomplishment
Instructions of Boeing Alert Service Bulletin
737–53A1262, Revision 3, dated October 16,
2008, or using a method approved in
accordance with the procedures specified in
paragraph (x) of this AD. If no scribe line or
crack is found, no further work is required
by this paragraph. If any scribe line or crack
is found, do all applicable related
investigative and corrective actions at the
time specified in paragraph 1.E. of Boeing
Alert Service Bulletin 737–53A1262,
Revision 3, dated October 16, 2008, by doing
all applicable actions specified in the
Accomplishment Instructions of the service
bulletin, except as required by paragraphs
(s)(1), (s)(2), and (s)(3) of this AD.
(i) For areas along the lower edge of the
door hinge from BS 360 to BS 500, the initial
compliance threshold is to be determined
using Zone 1B.
(ii) For external repairs, the initial
compliance threshold is to be determined
using Zone 1B.
(iii) For decals, the initial compliance
threshold is to be determined using Zone 2.
(5) For Group 11 airplanes, as specified in
Boeing Alert Service Bulletin 737–53A1262,
Revision 3, dated October 16, 2008: Stringer
20R between BS 727C and BS 727D+10 is in
Zone 1B.
Actions Accomplished in Accordance With
Previous Service Information
(t)(1) Actions accomplished before the
effective date of this AD in accordance with
Boeing Alert Service Bulletin 737–53A1262,
dated December 9, 2004, are acceptable for
compliance with the corresponding
requirements of paragraph (q) of this AD.
(2) Actions accomplished before the
effective date of this AD in accordance with
the Boeing Service Bulletin 737–53A1262,
Revision 1, dated March 1, 2007; or Revision
2, dated September 20, 2007; are acceptable
for compliance with the corresponding
requirements of paragraphs (g), (q), and (r) of
this AD.
Clarification of Procedures in the Service
Bulletin
(u) For airplanes on which inspections are
done as of the effective date of this AD: This
AD requires accomplishment of Parts 1
through 11, 15, and 16 of Boeing Alert
Service Bulletin 737–53A1262, Revision 3,
dated October 16, 2008. Parts 12 and 13 of
Boeing Alert Service Bulletin 737–53A1262,
Revision 3, dated October 16, 2008, may be
accomplished, if applicable, to allow
temporary return to service. This AD does
not require accomplishment of Part 14 of
Boeing Alert Service Bulletin 737–53A1262,
Revision 3, dated October 16, 2008, although
the FAA-approved procedures described in
Part 14 are acceptable for continued
operation with scribe lines found before the
applicable compliance time.
Report
(v) For airplanes on which inspections are
done in accordance with the service
information identified in Table 1 of this AD:
At the applicable time specified in paragraph
(v)(1) or (v)(2) of this AD, submit a report of
positive findings of cracks found during the
inspections required by paragraphs (q), (r),
and (s)(4) of this AD to the Boeing
Commercial Airplane Group, P.O. Box 3707,
Seattle, Washington 98124–2207.
Alternatively, operators may submit reports
to their Boeing field service representatives.
The report must contain, as a minimum, the
following information: airplane serial
number, flight cycles at time of discovery,
location(s) and extent of positive crack
findings. Under the provisions of the
Paperwork Reduction Act (44 U.S.C. 3501 et
seq.), the Office of Management and Budget
(OMB) has approved the information
collection requirements contained in this AD
and has assigned OMB Control Number
2120–0056.
(1) For an inspection done before the
effective date of this AD: Send the report
within 30 days after the effective date of this
AD.
(2) For an inspection done after the
effective date of this AD: Send the report
within 30 days after the inspection is done.
TABLE 1—SERVICE INFORMATION
Boeing service information
Revision
Alert Service Bulletin 737–53A1262 .......................................................................................................
Service Bulletin 737–53A1262 ................................................................................................................
Service Bulletin 737–53A1262 ................................................................................................................
VerDate Nov<24>2008
15:00 May 19, 2009
Jkt 217001
PO 00000
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E:\FR\FM\20MYP1.SGM
Date
3
1
2
20MYP1
October 16, 2008.
March 1, 2007.
September 20, 2007.
23668
Federal Register / Vol. 74, No. 96 / Wednesday, May 20, 2009 / Proposed Rules
Repair Plan In Lieu of Required Inspections
(w) A repair plan approved by a Boeing
Company Authorized Representative or
Designated Engineering Representative before
the effective date of this AD is acceptable for
compliance with the requirements of
paragraphs (g)(2), (i), (q), (r), (s)(1), and (s)(4)
of this AD, provided the approval was
documented via FAA Form 8110–3 or 8100–
9, and identified scribe line damage in the
title of the form.
Alternative Methods of Compliance
(AMOCs)
(x)(1) The Manager, Seattle ACO, FAA, has
the authority to approve AMOCs for this AD,
if requested in accordance with the
procedures found in 14 CFR 39.19. Send
information to ATTN: Wayne Lockett,
Aerospace Engineer, Airframe Branch, ANM–
120S, FAA, Seattle Aircraft Certification
Office (ACO), 1601 Lind Avenue, SW.,
Renton, Washington 98057–3356; telephone
(425) 917–6447; fax (425) 917–6590.
(2) To request a different method of
compliance or a different compliance time
for this AD, follow the procedures in 14 CFR
39.19. Before using any approved AMOC on
any airplane to which the AMOC applies,
notify your principal maintenance inspector
(PMI) or principal avionics inspector (PAI),
as appropriate, or lacking a principal
inspector, your local Flight Standards District
Office. The AMOC approval letter must
specifically reference this AD.
(3) An AMOC that provides an acceptable
level of safety may be used for any repair
required by this AD, if it is approved by an
Authorized Representative (AR) for the
Boeing Commercial Airplanes Delegation
Option Authorization Organization who has
been authorized by the Manager, Seattle
ACO, to make those findings. For a repair
method to be approved, the approval must
meet the certification basis of the airplane,
and the approval must specifically refer to
this AD.
Issued in Renton, WA, on May 6, 2009.
Ali Bahrami,
Manager, Transport Airplane Directorate,
Aircraft Certification Service.
[FR Doc. E9–11707 Filed 5–19–09; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2009–0464; Directorate
Identifier 2008–NM–189–AD]
RIN 2120–AA64
Federal Aviation
Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking
(NPRM).
VerDate Nov<24>2008
15:00 May 19, 2009
Jkt 217001
There have been several occurrences of
cracked elevator trim tab balance weight
attachment brackets. On one occasion, the
elevator trim tab mass balance weight bracket
separated from the aircraft. The loss of an
elevator trim tab mass balance weight bracket
has the potential to cause damage to an
aircraft, or cause serious injury to personnel.
* * *
*
*
*
*
*
The proposed AD would require
actions that are intended to address the
unsafe condition described in the MCAI.
DATES: We must receive comments on
this proposed AD by June 19, 2009.
ADDRESSES: You may send comments by
any of the following methods:
• Federal eRulemaking Portal: Go to
https://www.regulations.gov. Follow the
instructions for submitting comments.
• Fax: (202) 493–2251.
• Mail: U.S. Department of
Transportation, Docket Operations, M–
30, West Building Ground Floor, Room
W12–140, 1200 New Jersey Avenue, SE.,
Washington, DC 20590.
• Hand Delivery: U.S. Department of
Transportation, Docket Operations, M–
30, West Building Ground Floor, Room
W12–40, 1200 New Jersey Avenue, SE.,
Washington, DC, between 9 a.m. and 5
p.m., Monday through Friday, except
Federal holidays.
For service information identified in
this proposed AD, contact Short
Brothers PLC, Airworthiness, P.O. Box
241, Airport Road, Belfast BT3 9DZ,
Northern Ireland; telephone
+44(0)2890–462469; fax +44(0)2890–
468444; e-mail michael.mulholland
@aero.bombardier.com; Internet https://
www.bombardier.com.
You may review copies of the
referenced service information at the
FAA, Transport Airplane Directorate,
1601 Lind Avenue, SW., Renton,
Washington. For information on the
availability of this material at the FAA,
call 425–227–1221 or 425–227–1152.
Examining the AD Docket
Airworthiness Directives; Short
Brothers Model SD3–60 Airplanes
AGENCY:
SUMMARY: We propose to adopt a new
airworthiness directive (AD) for the
products listed above that would revise
an existing AD. This proposed AD
results from mandatory continuing
airworthiness information (MCAI)
originated by an aviation authority of
another country to identify and correct
an unsafe condition on an aviation
product. The MCAI describes the unsafe
condition as:
You may examine the AD docket on
the Internet at https://
www.regulations.gov; or in person at the
Docket Operations office between 9 a.m.
and 5 p.m., Monday through Friday,
except Federal holidays. The AD docket
PO 00000
Frm 00009
Fmt 4702
Sfmt 4702
contains this proposed AD, the
regulatory evaluation, any comments
received, and other information. The
street address for the Docket Operations
office (telephone (800) 647–5527) is in
the ADDRESSES section. Comments will
be available in the AD docket shortly
after receipt.
FOR FURTHER INFORMATION CONTACT:
Todd Thompson, Aerospace Engineer,
International Branch, ANM–116,
Transport Airplane Directorate, FAA,
1601 Lind Avenue, SW., Renton,
Washington 98057–3356; telephone
(425) 227–1175; fax (425) 227–1149.
SUPPLEMENTARY INFORMATION:
Comments Invited
We invite you to send any written
relevant data, views, or arguments about
this proposed AD. Send your comments
to an address listed under the
ADDRESSES section. Include ‘‘Docket No.
FAA–2009–0464; Directorate Identifier
2008–NM–189–AD’’ at the beginning of
your comments. We specifically invite
comments on the overall regulatory,
economic, environmental, and energy
aspects of this proposed AD. We will
consider all comments received by the
closing date and may amend this
proposed AD based on those comments.
We will post all comments we
receive, without change, to https://
www.regulations.gov, including any
personal information you provide. We
will also post a report summarizing each
substantive verbal contact we receive
about this proposed AD.
Discussion
On July 23, 2008, we issued AD 2008–
16–09, amendment 39–15627 (73 FR
46543, August 11, 2008). That AD
required actions intended to address an
unsafe condition on the products listed
above.
Since we issued AD 2008–16–09,
Short Brothers advised that SD3–07–
6011xA brackets manufactured in 2005
or later have a life limit of 28,800 flight
hours, per Section 5–00–02 of the Short
Brothers SD360 Aircraft Maintenance
Manual (AMM), and as noted in
Appendix 1 of Shorts Alert Service
Bulletin SD360–55–A21, Revision 1,
dated March 29, 2007. In light of this,
we have revised the existing AD to
propose extending the life limit of any
balance weight bracket from 1,750 flight
hours to 28,800 flight hours. You may
obtain further information by examining
the MCAI in the AD docket.
In addition, we removed paragraphs
(f) and (l)(1) of the existing AD from this
proposed AD. Those paragraphs define
the use of the term ‘‘service bulletin,’’ as
used in the AD.
E:\FR\FM\20MYP1.SGM
20MYP1
]]>Agencies
[Federal Register Volume 74, Number 96 (Wednesday, May 20, 2009)]
[Proposed Rules]
[Pages 23664-23668]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: E9-11707]
=======================================================================
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2009-0452; Directorate Identifier 2007-NM-326-AD]
RIN 2120-AA64
Airworthiness Directives; Boeing Model 737-100, -200, -200C, -
300, -400, and -500 Series Airplanes
AGENCY: Federal Aviation Administration (FAA), Department of
Transportation (DOT).
ACTION: Notice of proposed rulemaking (NPRM).
-----------------------------------------------------------------------
SUMMARY: The FAA proposes to supersede an existing airworthiness
directive (AD) that applies to all Boeing Model 737-100, -200, -200C, -
300, -400, and -500 series airplanes. The existing AD currently
requires a one-time inspection for scribe lines and cracks in the
fuselage skin at certain lap joints, butt joints, external repair
doublers, and other areas; and related investigative/corrective actions
if necessary. This proposed AD would expand the area to be inspected
and, for certain airplanes, require earlier inspections for certain
inspection zones. This proposed AD results from additional detailed
analysis of fuselage skin cracks adjacent to the skin lap joints on
airplanes that had scribe lines; the analysis resulted in different
inspection zones, thresholds and repetitive intervals, and airplane
groupings. We are proposing this AD to prevent rapid decompression of
the airplane due to fatigue cracks resulting from scribe lines on
pressurized fuselage structure.
DATE: We must receive comments on this proposed AD by July 6, 2009.
ADDRESSES: You may send comments by any of the following methods:
Federal eRulemaking Portal: Go to https://www.regulations.gov. Follow the instructions for submitting comments.
Fax: 202-493-2251.
Mail: U.S. Department of Transportation, Docket
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New
Jersey Avenue, SE., Washington, DC 20590.
Hand Delivery: U.S. Department of Transportation, Docket
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New
Jersey Avenue, SE., Washington, DC 20590, between 9 a.m. and 5 p.m.,
Monday through Friday, except Federal holidays.
For service information identified in this AD, contact Boeing
Commercial Airplanes, Attention: Data & Services Management, P.O. Box
3707, MC 2H-65, Seattle, Washington 98124-2207; telephone 206-544-5000,
extension 1; fax 206-766-5680; e-mail me.boecom@boeing.com; Internet
https://www.myboeingfleet.com. You may review copies of the referenced
service information at the FAA, Transport Airplane Directorate, 1601
Lind Avenue, SW., Renton, Washington. For information on the
availability of this material at the FAA, call 425-227-1221 or 425-227-
1152.
Examining the AD Docket
You may examine the AD docket on the Internet at https://www.regulations.gov; or in person at the Docket Management Facility
between 9 a.m. and 5 p.m., Monday through Friday, except Federal
holidays. The AD docket contains this proposed AD, the regulatory
evaluation, any comments received, and other information. The street
address for the Docket Office (telephone 800-647-5527) is in the
ADDRESSES section. Comments will be available in the AD docket shortly
after receipt.
FOR FURTHER INFORMATION CONTACT: Wayne Lockett, Aerospace Engineer,
Airframe Branch, ANM-120S, FAA, Seattle Aircraft Certification Office
(ACO), 1601 Lind Avenue, SW., Renton, Washington 98057-3356; telephone
(425) 917-6447; fax (425) 917-6590.
SUPPLEMENTARY INFORMATION:
Comments Invited
We invite you to send any written relevant data, views, or
arguments about this proposed AD. Send your comments to an address
listed under the ADDRESSES section. Include ``Docket No. FAA-2009-0452;
Directorate Identifier 2007-NM-326-AD'' at the beginning of your
comments. We specifically invite comments on the overall regulatory,
economic, environmental, and energy aspects of this proposed AD. We
will consider all comments received by the closing date and may amend
this proposed AD because of those comments.
We will post all comments we receive, without change, to https://www.regulations.gov, including any personal information you provide. We
will also post a report summarizing each substantive verbal contact we
receive about this proposed AD.
Discussion
On March 20, 2006, we issued AD 2006-07-12, amendment 39-14539 (71
FR 16211, March 31, 2006), for all Boeing Model 737-100, -200, -200C, -
300, -400, and -500 series airplanes. That AD requires a one-time
inspection for scribe lines and cracks in the fuselage skin at certain
lap joints, butt joints, external repair doublers, and other areas; and
related investigative/corrective actions if necessary. That AD resulted
from reports of fuselage skin cracks adjacent to the skin lap joints on
airplanes that had scribe lines. Scribe line damage can also occur at
many other locations, including butt joints, external doublers, door
scuff plates, the wing-to-body fairing, and areas of the fuselage where
decals have been applied or removed. We issued that AD to prevent rapid
decompression of the airplane due to fatigue cracks resulting from
scribe lines on pressurized fuselage structure.
Related ADs
This proposed AD is similar to AD 2007-19-07, amendment 39-15198
(72 FR 60244, October 24, 2007), which applies to all Boeing Model 757-
200, -200PF, and -200CB series airplanes. That AD requires inspections
to detect scribe lines in the fuselage skin at certain lap joints, butt
joints, external repair doublers, and other areas; and related
investigative/corrective actions if necessary. Those actions resulted
from reports of fuselage skin cracks adjacent to the skin lap joints on
airplanes that had scribe lines.
[[Page 23665]]
Actions Since Existing AD Was Issued
AD 2006-07-12 cites Boeing Alert Service Bulletin 737-53A1262,
dated December 9, 2004, as the appropriate source of service
information for the scribe line inspection. Since we issued that AD,
Boeing issued Alert Service Bulletin 737-53A1262, Revision 3, dated
October 16, 2008. Revisions to the service bulletin were based on
additional detailed analysis that indicated the need to inspect some
affected areas of the skin. In addition, based on the additional
analysis, the service bulletin establishes two new inspection zones,
Zone 4 and Zone 5, with thresholds of 50,000 and 60,000 flight cycles,
respectively, since first scribe opportunity. The revised service
bulletin designated certain areas of fuselage skin into other
inspection zones, and some of those areas might now require inspections
earlier than required by the existing AD. These areas are to be
inspected within 4,500 flight cycles from the effective date of the new
AD or prior to the revised zonal threshold, whichever is later.
FAA's Determination and Requirements of the Proposed AD
We have evaluated all pertinent information and identified an
unsafe condition that is likely to develop on other airplanes of the
same type design. For this reason, we are proposing this AD, which
would supersede AD 2006-07-12 and retain the requirements of the
existing AD, require inspection of newly added Zones 4 and 5, reduce
certain compliance thresholds, and require inspection results to be
sent to Boeing.
In addition, we have moved the content of paragraph (p)(4) of AD
2006-07-12 (from its location under the ``Alternative Methods of
Compliance'' heading) to new paragraph (w) in this NPRM. New paragraph
(w) specifies that a repair plan approved by a Boeing Company
Authorized Representative or Designated Engineering Representative is
acceptable for compliance with certain repair requirements of the
proposed AD (provided certain conditions have been met). The provisions
in paragraph (w) are considered a different repair method--not an
alternative method of compliance (AMOC), which can be issued only after
an AD has been issued.
Differences Between Proposed AD and Service Bulletin
Boeing Alert Service Bulletin 737-53A1262, Revision 3, dated
October 16, 2008, specifies to contact the manufacturer for
instructions on how to repair certain conditions, but this proposed AD
would require repairing those conditions in one of the following ways:
Using a method that we approve; or
Using data that meet the certification basis of the
airplane, and that have been approved by an Authorized Representative
for the Boeing Commercial Airplanes Delegation Option Authorization
Organization whom we have authorized to make those findings.
Costs of Compliance
There are about 2,685 airplanes of the affected design in the
worldwide fleet. The following table provides the estimated costs,
including the costs for the new proposed inspection areas in Zones 4
and 5, for U.S. operators to comply with this proposed AD.
Estimated Costs Required by AD 2006-07-12
--------------------------------------------------------------------------------------------------------------------------------------------------------
Number of U.S.-
Zone Action Work hours Average labor Cost per registered Fleet cost
rate per hour airplane airplanes
--------------------------------------------------------------------------------------------------------------------------------------------------------
1................................... Sealant removal................... 66 $80 $5,280 787 $4,155,360
Inspection........................ 4 80 320 787 251,840
2................................... Sealant removal................... 38 80 3,040 787 2,392,480
Inspection........................ 29 80 2,320 787 1,825,840
3................................... Sealant removal................... 88 80 7,040 787 5,540,480
Inspection........................ 38 80 3,040 787 2,392,480
--------------------------------------------------------------------------------------------------------------------------------------------------------
Estimated Costs Required by New Actions of This AD
--------------------------------------------------------------------------------------------------------------------------------------------------------
Number of U.S.-
Zone Action Work hours Average labor Cost per registered Fleet cost
rate per hour airplane airplanes
--------------------------------------------------------------------------------------------------------------------------------------------------------
4................................... Sealant removal................... 15 $80 $1,200 787 $944,400
Inspection........................ 1 80 80 787 62,960
5................................... Sealant removal................... 31 80 2,480 787 1,951,760
Inspection........................ 2 80 160 787 125,920
--------------------------------------------------------------------------------------------------------------------------------------------------------
Authority for This Rulemaking
Title 49 of the United States Code specifies the FAA's authority to
issue rules on aviation safety. Subtitle I, section 106, describes the
authority of the FAA Administrator. Subtitle VII, Aviation Programs,
describes in more detail the scope of the Agency's authority.
We are issuing this rulemaking under the authority described in
subtitle VII, part A, subpart III, section 44701, ``General
requirements.'' Under that section, Congress charges the FAA with
promoting safe flight of civil aircraft in air commerce by prescribing
regulations for practices, methods, and procedures the Administrator
finds necessary for safety in air commerce. This regulation is within
the scope of that authority because it addresses an unsafe condition
that is likely to exist or develop on products identified in this
rulemaking action.
Regulatory Findings
We have determined that this proposed AD would not have federalism
implications under Executive Order 13132. This proposed AD would not
have a substantial direct effect on the States, on the relationship
between the national Government and the States, or on the distribution
of power and responsibilities among the various levels of government.
[[Page 23666]]
For the reasons discussed above, I certify that the proposed
regulation:
1. Is not a ``significant regulatory action'' under Executive Order
12866;
2. Is not a ``significant rule'' under the DOT Regulatory Policies
and Procedures (44 FR 11034, February 26, 1979); and
3. Will not have a significant economic impact, positive or
negative, on a substantial number of small entities under the criteria
of the Regulatory Flexibility Act.
We prepared a regulatory evaluation of the estimated costs to
comply with this proposed AD and placed it in the AD docket. See the
ADDRESSES section for a location to examine the regulatory evaluation.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Incorporation by
reference, Safety.
The Proposed Amendment
Accordingly, under the authority delegated to me by the
Administrator, the FAA proposes to amend 14 CFR part 39 as follows:
PART 39--AIRWORTHINESS DIRECTIVES
1. The authority citation for part 39 continues to read as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701.
Sec. 39.13 [Amended]
2. The Federal Aviation Administration (FAA) amends Sec. 39.13 by
removing amendment 39-14539 (71 FR 16211, March 31, 2006) and adding
the following new airworthiness directive (AD):
Boeing: Docket No. FAA-2009-0452; Directorate Identifier 2007-NM-
326-AD.
Comments Due Date
(a) The FAA must receive comments on this AD action by July 6,
2009.
Affected ADs
(b) This AD supersedes AD 2006-07-12.
Applicability
(c) This AD applies to all Boeing Model 737-100, -200, -200C, -
300, -400, and -500 series airplanes, certificated in any category.
Subject
(d) Air Transport Association (ATA) of America Code 53:
Fuselage.
Unsafe Condition
(e) This AD results from reports of fuselage skin cracks
adjacent to the skin lap joints on airplanes that had scribe lines.
Scribe line damage can also occur at many other locations, including
butt joints, external doublers, door scuff plates, the wing-to-body
fairing, and areas of the fuselage where decals have been applied or
removed. We are issuing this AD to prevent rapid decompression of
the airplane due to fatigue cracks resulting from scribe lines on
pressurized fuselage structure.
Compliance
(f) You are responsible for having the actions required by this
AD performed within the compliance times specified, unless the
actions have already been done.
Restatement of Requirements of AD 2006-07-12
Inspection
(g) Do a detailed inspection for scribe lines and cracks in the
fuselage skin at certain lap joints, butt joints, external repair
doublers, and other areas, in accordance with the Accomplishment
Instructions of Boeing Alert Service Bulletin 737-53A1262, dated
December 9, 2004, except as provided by paragraphs (h), (k), (l),
(m), (n), and (o) of this AD. Except as required by paragraph (q) of
this AD, do the actions at the time specified in paragraph 1.E.,
``Compliance,'' of the service bulletin, except as required by
paragraph (j) of this AD. Acceptable inspection exemptions are
described in paragraph 1.E.1. of Boeing Alert Service Bulletin 737-
53A1262, dated December 9, 2004.
(1) If no scribe line is found, no further work is required by
this paragraph.
(2) If any scribe line is found: Do all applicable investigative
and corrective actions at the time specified in paragraph 1.E. of
Boeing Alert Service Bulletin 737-53A1262, dated December 9, 2004,
by doing all applicable actions specified in the service bulletin,
except as required by paragraph (h) of this AD.
Note 1: A detailed inspection is defined in Note 10 of Boeing
Alert Service Bulletin 737-53A1262, dated December 9, 2004, under
paragraph 3.A., ``General Information.'' Specific magnification
requirements may be specified in the steps of the Work Instructions.
Exceptions to and Clarification of Service Bulletin 737-53A1262
Procedures
(h) Paragraph (g) of this AD requires accomplishment of Parts 1
through 11 of Boeing Alert Service Bulletin 737-53A1262, dated
December 9, 2004. Parts 12 and 13 of the service bulletin may be
accomplished, if applicable, to allow temporary return to service.
This AD does not require accomplishment of Part 14 of the service
bulletin, although the FAA-approved procedures described in Part 14
are acceptable for continued operation with scribe lines found
before the applicable compliance time.
(i) If any scribe line or crack is found during any inspection
required by paragraph (g) of this AD, and Boeing Alert Service
Bulletin 737-53A1262, dated December 9, 2004, specifies to contact
Boeing for appropriate action: Before further flight, inspect or
repair scribe lines and repair cracks using a method approved in
accordance with the procedures specified in paragraph (x) of this
AD.
(j) Where Boeing Alert Service Bulletin 737-53A1262, dated
December 9, 2004, specifies a compliance time after the issuance of
the service bulletin, this AD requires compliance within the
specified compliance time after May 5, 2006 (the effective date of
AD 2006-07-12).
(k) Certain figures are incorrectly identified in Boeing Alert
Service Bulletin 737-53A1262, dated December 9, 2004. The figure
cited in Part 8, step 3, should be Figure 39, not Figure 38. The
figure cited in Part 9, step 4, should be Figure 38, not Figure 39.
(l) If the operator's records show that the airplane has never
been stripped and repainted under the dorsal fin fairing since
delivery from Boeing, then this AD does not require inspections of
the butt joint, lap joint, and repair, as specified in paragraph (g)
of this AD, in the areas under the dorsal fin fairing.
(m) Figure 37 of Boeing Alert Service Bulletin 737-53A1262,
dated December 9, 2004, defines ``Restricted Zones'' at door cutouts
as the only affected structure. Paragraph (g) of this AD considers
this area to also include Zone 1B.
(n) In Figure 1, sheets 2 and 3, of Boeing Service Bulletin 737-
53A1262, dated December 9, 2004, the first condition for the initial
compliance threshold for Areas B, C, and E is for areas where the
cutout modification shown in Boeing Service Bulletin 737-53A1177 was
accomplished. Paragraph (g) of this AD considers this condition to
also include Zone 1B.
(o) In Figure 1, sheets 2 and 3, of Boeing Alert Service
Bulletin 737-53A1262, dated December 9, 2004, the second condition
for the initial compliance threshold for Areas B, C, and E is for
areas where the cutout modification shown in Boeing Service Bulletin
737-53A1177 was not accomplished. Paragraph (g) of this AD considers
this condition to apply only to Zone 1A.
Reporting Requirement
(p) For airplanes on which inspections have been done in
accordance with Boeing Alert Service Bulletin 737-53A1262, dated
December 9, 2004: At the applicable time specified in paragraph
(p)(1) or (p)(2) of this AD, submit a report of positive findings of
cracks found during the inspection required by paragraph (g) of this
AD to the Boeing Commercial Airplane Group, P.O. Box 3707, Seattle,
Washington 98124-2207. Alternatively, operators may submit reports
to their Boeing field service representatives. The report shall
contain, as a minimum, the following information: airplane serial
number, flight cycles at time of discovery, location(s) and extent
of positive crack findings. Under the provisions of the Paperwork
Reduction Act of 1980 (44 U.S.C. 3501 et seq.), the Office of
Management and Budget (OMB) has approved the information collection
requirements contained in this AD and has assigned OMB Control
Number 2120-0056.
(1) If the inspection was done before May 5, 2006: Send the
report within 30 days after May 5, 2006.
(2) If the inspection was done after May 5, 2006: Send the
report within 30 days after the inspection is done.
[[Page 23667]]
New Requirements of This AD
Inspection
(q) As of the effective date of this AD, the actions for Zones
1, 2, and 3, as specified in paragraph (g) of this AD, must be done
in accordance with the Accomplishment Instructions of Boeing Alert
Service Bulletin 737-53A1262, Revision 3, dated October 16, 2008,
and at the applicable times specified in paragraph 1.E.,
``Compliance,'' of Revision 3 of the service bulletin, except as
specified in paragraph (s) of this AD.
Note 2: Paragraph 1.E.5. of Boeing Alert Service Bulletin 737-
53A1262, Revision 3, dated October 16, 2008, provides a grace period
for airplanes that have exceeded the revised thresholds.
Inspection of Zones 4 and 5
(r) Do a detailed inspection for scribe lines and cracks in
Zones 4 and 5 (adjacent to lap joints on skin panels that do not
have bonded doublers), as specified in Boeing Alert Service Bulletin
737-53A1262, Revision 3, dated October 16, 2008. Except as provided
by paragraph (s) of this AD, do the actions in accordance with the
Accomplishment Instructions of Boeing Alert Service Bulletin 737-
53A1262, Revision 3, dated October 16, 2008, and at the applicable
time specified in paragraph 1.E., ``Compliance,'' of the service
bulletin, or within 4,500 flight cycles after the effective date of
this AD, whichever occurs later.
(1) If no scribe line or crack is found: No further work is
required by this paragraph.
(2) If any scribe line or crack is found: Do all applicable
investigative and corrective actions at the time specified in
paragraph 1.E. of Boeing Alert Service Bulletin 737-53A1262,
Revision 3, dated October 16, 2008, by doing all applicable actions
specified in the Accomplishment Instructions of Boeing Alert Service
Bulletin 737-53A1262, Revision 3, dated October 16, 2008, except as
required by paragraph (s)(1) of this AD.
Exceptions to Specifications of Boeing Alert Service Bulletin 737-
53A1262, Revision 3, Dated October 16, 2008
(s) The following exceptions to Boeing Alert Service Bulletin
737-53A1262, Revision 3, dated October 16, 2008, apply to this AD:
(1) If any scribe line or crack is found during any inspection
required by this AD, and Boeing Alert Service Bulletin 737-53A1262,
Revision 3, dated October 16, 2008, specifies to contact Boeing for
appropriate action: Before further flight, inspect or repair scribe
lines and repair cracks using a method approved in accordance with
the procedures specified in paragraph (x) of this AD.
(2) Where Boeing Alert Service Bulletin 737-53A1262, Revision 3,
dated October 16, 2008, specifies a compliance time after the
issuance of the service bulletin, this AD requires compliance within
the specified compliance time after the effective date of this AD.
(3) If the operator's records show that the airplane has never
been stripped and repainted under the dorsal fin fairing since
delivery from Boeing, then this AD does not require inspections of
the butt joint, lap joint, and repair, as specified in paragraphs
(g), (q), and (r) of this AD, in the areas under the dorsal fin
fairing.
(4) For airplanes in Groups 3 and 29, as identified in Boeing
Alert Service Bulletin 737-53A1262, Revision 3, dated October 16,
2008: At the applicable times specified in paragraphs (s)(4)(i),
(s)(4)(ii), and (s)(4)(iii) of this AD, perform a detailed
inspection for scribe lines and cracks on the main cargo door along
the lower edge of the upper hinge, around external repairs, and
around decals, in accordance with the Accomplishment Instructions of
Boeing Alert Service Bulletin 737-53A1262, Revision 3, dated October
16, 2008, or using a method approved in accordance with the
procedures specified in paragraph (x) of this AD. If no scribe line
or crack is found, no further work is required by this paragraph. If
any scribe line or crack is found, do all applicable related
investigative and corrective actions at the time specified in
paragraph 1.E. of Boeing Alert Service Bulletin 737-53A1262,
Revision 3, dated October 16, 2008, by doing all applicable actions
specified in the Accomplishment Instructions of the service
bulletin, except as required by paragraphs (s)(1), (s)(2), and
(s)(3) of this AD.
(i) For areas along the lower edge of the door hinge from BS 360
to BS 500, the initial compliance threshold is to be determined
using Zone 1B.
(ii) For external repairs, the initial compliance threshold is
to be determined using Zone 1B.
(iii) For decals, the initial compliance threshold is to be
determined using Zone 2.
(5) For Group 11 airplanes, as specified in Boeing Alert Service
Bulletin 737-53A1262, Revision 3, dated October 16, 2008: Stringer
20R between BS 727C and BS 727D+10 is in Zone 1B.
Actions Accomplished in Accordance With Previous Service Information
(t)(1) Actions accomplished before the effective date of this AD
in accordance with Boeing Alert Service Bulletin 737-53A1262, dated
December 9, 2004, are acceptable for compliance with the
corresponding requirements of paragraph (q) of this AD.
(2) Actions accomplished before the effective date of this AD in
accordance with the Boeing Service Bulletin 737-53A1262, Revision 1,
dated March 1, 2007; or Revision 2, dated September 20, 2007; are
acceptable for compliance with the corresponding requirements of
paragraphs (g), (q), and (r) of this AD.
Clarification of Procedures in the Service Bulletin
(u) For airplanes on which inspections are done as of the
effective date of this AD: This AD requires accomplishment of Parts
1 through 11, 15, and 16 of Boeing Alert Service Bulletin 737-
53A1262, Revision 3, dated October 16, 2008. Parts 12 and 13 of
Boeing Alert Service Bulletin 737-53A1262, Revision 3, dated October
16, 2008, may be accomplished, if applicable, to allow temporary
return to service. This AD does not require accomplishment of Part
14 of Boeing Alert Service Bulletin 737-53A1262, Revision 3, dated
October 16, 2008, although the FAA-approved procedures described in
Part 14 are acceptable for continued operation with scribe lines
found before the applicable compliance time.
Report
(v) For airplanes on which inspections are done in accordance
with the service information identified in Table 1 of this AD: At
the applicable time specified in paragraph (v)(1) or (v)(2) of this
AD, submit a report of positive findings of cracks found during the
inspections required by paragraphs (q), (r), and (s)(4) of this AD
to the Boeing Commercial Airplane Group, P.O. Box 3707, Seattle,
Washington 98124-2207. Alternatively, operators may submit reports
to their Boeing field service representatives. The report must
contain, as a minimum, the following information: airplane serial
number, flight cycles at time of discovery, location(s) and extent
of positive crack findings. Under the provisions of the Paperwork
Reduction Act (44 U.S.C. 3501 et seq.), the Office of Management and
Budget (OMB) has approved the information collection requirements
contained in this AD and has assigned OMB Control Number 2120-0056.
(1) For an inspection done before the effective date of this AD:
Send the report within 30 days after the effective date of this AD.
(2) For an inspection done after the effective date of this AD:
Send the report within 30 days after the inspection is done.
Table 1--Service Information
----------------------------------------------------------------------------------------------------------------
Boeing service information Revision Date
----------------------------------------------------------------------------------------------------------------
Alert Service Bulletin 737-53A1262............ 3 October 16, 2008.
Service Bulletin 737-53A1262.................. 1 March 1, 2007.
Service Bulletin 737-53A1262.................. 2 September 20, 2007.
----------------------------------------------------------------------------------------------------------------
[[Page 23668]]
Repair Plan In Lieu of Required Inspections
(w) A repair plan approved by a Boeing Company Authorized
Representative or Designated Engineering Representative before the
effective date of this AD is acceptable for compliance with the
requirements of paragraphs (g)(2), (i), (q), (r), (s)(1), and (s)(4)
of this AD, provided the approval was documented via FAA Form 8110-3
or 8100-9, and identified scribe line damage in the title of the
form.
Alternative Methods of Compliance (AMOCs)
(x)(1) The Manager, Seattle ACO, FAA, has the authority to
approve AMOCs for this AD, if requested in accordance with the
procedures found in 14 CFR 39.19. Send information to ATTN: Wayne
Lockett, Aerospace Engineer, Airframe Branch, ANM-120S, FAA, Seattle
Aircraft Certification Office (ACO), 1601 Lind Avenue, SW., Renton,
Washington 98057-3356; telephone (425) 917-6447; fax (425) 917-6590.
(2) To request a different method of compliance or a different
compliance time for this AD, follow the procedures in 14 CFR 39.19.
Before using any approved AMOC on any airplane to which the AMOC
applies, notify your principal maintenance inspector (PMI) or
principal avionics inspector (PAI), as appropriate, or lacking a
principal inspector, your local Flight Standards District Office.
The AMOC approval letter must specifically reference this AD.
(3) An AMOC that provides an acceptable level of safety may be
used for any repair required by this AD, if it is approved by an
Authorized Representative (AR) for the Boeing Commercial Airplanes
Delegation Option Authorization Organization who has been authorized
by the Manager, Seattle ACO, to make those findings. For a repair
method to be approved, the approval must meet the certification
basis of the airplane, and the approval must specifically refer to
this AD.
Issued in Renton, WA, on May 6, 2009.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. E9-11707 Filed 5-19-09; 8:45 am]
BILLING CODE 4910-13-P
